Automatic controller for internal combustion engine starters



Dec. 15, 1936. cs. B. SAYRE 2,064,358

AUTOMATIC CONTROLLER FOR INTERNAL COMBUSTION ENGINE STARTERS Filed April5, 1932 O 0 0101 6. Wrmss BY a? 127 A'rmRNErs Patented Dec. 15, 1936UNITED STATES,

AUTOMATIC CONTROLLER FOR INTERNAL COMBUSTION ENGINE STARTERS Gordon B.Sayre, Syracuse, N. Y., assignor, by

mesne assignments, to Eclipse Machine Company, Elmira Heights, N. Y., acorporation of New York Application April 5, 1932, Serial No. 603,408

4 Claims.

This invention relates to new and useful improvements in automaticcontrollers for internal combustion engine starters and particularly toautomatic controllers that are connected in circuit with the ignitioncircuit of the internal combustion engine. I

In starters of this type, closing the ignition circuit switch alsoenergizes the starting motor control circuit. Starting motor controllercircuits may vary widely since alarge number of ways may be employed inrendering the starter motor inoperative as soon as the engine starts.For instance, a sub-atmospheric pressure relay operating in conjunctionwith the engine intake manifold may be used in controlling the startingmotor circuit as soon as the engine starts to rotate, or a voltage relayoperating in conjunction with the battery-charging generator may be usedin the controller circuit of the starting system.

Either of these systems or other arrangements for accomplishing the sameresult are at times, due to engine conditions, not satisfactory. Forinstance, at extremely low engine speeds with the throttle of thecarburetor wide open or nearly so, the vacuum within the engine intakemanifold may be so low as to cause the relay to operate which wouldenergize the controller circuit to effect closing of the starting motorcircuit.

This same condition may exist in the voltagecontrol relay typesconnected to the charging generator.

The main object of this invention is to provide an automatic controllerfor internal combustion engine starters that will prevent the automaticclosing of the starting motor circuit while the engine is running.

A further object of the invention is to provid an automatic controllerfor internal combustion engine starters with additional means forenergizing the controller circuit in the event that the automatic meansfails to make the starting circuit operative.

Other objects and advantages relate to details of the circuits and tothe arrangement and relation of the various parts thereof, all as willmore fully appear from the following description taken in connectionwith the accompanying drawing in which:

Figure l is a diagrammatic illustration of an embodiment of myinvention.

Figure 2 is a diagrammatic illustration of a modified form of myinvention.

The system, as diagrammatically illustrated in Figure 1, comprises abattery I, one terminal of which is grounded by connection 2 in theusual manner. The other terminal of battery I is connected by wire 3 tothe usual ignition circuit consisting of an ammeter 4, connecting wire5, ignition switch 6, connecting wire 1, ignition coil 8 from whichwires 9 make connection to the usual distributor of the internalcombustion engine. As'tarting motor circuit is provided comprising wire10 connected to the ungrounded side of battery I, as shown at II, tocontact I2 of electromagnetic starter switch generally designated as l3through switch member l5, contact 14, wire 16, holding coil 11, Wire 18,starting motor l9, wire to ground; through ground and back to battery Iby Wire 2.

An armature 2 l'may be secured to switch member 15 which normally holdsthe same out of electrical contact with contacts 12 and I4. Switch 13 isclosed by the energization of coil 22 placed in operative relation withrespect to armature 2|. Switch 13 is, in this instance, controlled bymeans of a primary and a secondary energizing circuit. The primarycircuit comprises wire 23 connected to wire 1 at 24, coil 22, wire 25,wire 26 to switch 21; wire 28, contacts 29 and 30 of sub-atmosphericpressure relay 31 which, in this instance, may be connected to theintake manifold 32 of the internal combustionengine and grounded throughwire 33. In the stationary condition of the internal combustion engineor when the pressure within manifold 32 and within relay 3| issubstantially atmospheric, coil spring 36 within relay 3i urgesdiaphragm 35 against spring contact arm 34 to which is secured contact30, thereby maintaining contacts 29 and 30 closed. Upon the creation ofa partial vacuum in manifold 32 due to the rotation of the internalcombustion engine, diaphragm 35 will be drawn against the tension ofspring 36, allowing contact arm 34 to carry contact 30 away from contact29, thereby breaking the circuit.

Switch 21 may comprise a contact plate 31 connected to wire 26 and acontact arm 38 in circuit with wire 28. Contact arm 38 may be connectedto an operating rod 39 which, in turn, is connected tothrottle-actuating arm 40 of carburetor 41. Y

It is to be understood that operating rod 39 is not in electricalcontact with any of the energized parts of switch 21. Switch 21 isadapted to be'opened and closed by the movement of throttle lever 42connected in the usual manner to the foot accelerator andthrottle-actuating arm 40.

Switch 21 is sodesigned that during movement of throttle arm 40 from theclosed to substantially the half-open position, contact plate 31 andcontact arm 38 will be in electrical contact. Upon further opening ofthe throttle, contact arm 38 breaks contact with contact plate 31, asshown in the dotted position of the drawing, thereby opening switch 21and the primary energizing circuit for electro-magnetic switch l3.

The secondary energizing circuit for switch 13 utilizes in part theprimary circuit as wire 23, coil 22 and wire and then continues fromjunction 43 to contact 44, armature 45 and wire 46 to ground. Contact44, armature 45 and hold ing coil comprise a current-controlled relaynormally held in the open position by the action of spring 41'.

In the event that either the primary or the secondary energizingcircuits fail, electro-magnetic switch |3 may be energized through acircuit including wire 23, coil 22, wire 48 connected to wire 26,manually operated switch 49 and wire 50 to ground.

The operation of the system is as follows: Upon the closing of ignitionswitch 6, current flows from battery through wire 3, ammeter 4, wire 5,switch 6, wire I, ignition coil 8 and back to the battery throughground. Current will also flow from battery I through wire 3, ammeter 4,wire 5, switch 6, junction point 24, wire 23, coil 22, wire 25, wire 26,switch 21, wire 28, contacts 25 and 30, wire 33 to ground and back tothe battery. For starting purposes, the throttle of the internalcombustion engine is usually opened only a small amount and should neverbe opened more than half way.

Under these conditions, switch 21 being controlled, as previouslydescribed, by rod 39 connected to the throttle-actuating arm 40, will beclosed, allowing current to flow, as above described, in the primarycircuit. The energization of coil 22 will cause switch member 5 tocontact with contacts 52 and H, thus completing the starting motorcircuit from battery I, wire l0, contacts 2 and i4, wire l6, holdingcoil wire 88, starting motor |9, wire to ground and thence back to thebattery. Starting motor i9 then proceeds to crank the engine in theusual way. As soon as current starts flowing in the starting motorcircuit through holding coil l1, armature 45 will be attracted,overcoming the tension of spring 4'i to effect a contact of armature 45with contact 44, thus closing the secondary energizing circuit of switchl3. However, as soon as the engine begins to rotate, a partial vacuum iscreated in the intake manifold '32 which withdraws diaphragm 35 ofvacuum relay 3| to effect the opening of contacts 29 and 30, therebybreaking the primary circuit. Coil 22, however, is not de-energizedsince current now flows through the coil by way of junction 43, contact44, armature 45, wire 46 to ground, or in other words, through thesecondary circuit. Thus switch I3 is held closed and the starting motorcontinues to crank the engine until the latter starts. 7

After the engine has started, the current demand of starting motor l9drops ofi to such an extent that holding coil ll loses its pull overarmature 45, and spring 41 separates the armature and contact 44, thustie-energizing coil 22 which allows starting motor switch |3 to open.Now, starting motor switch I3 is prevented from closing again as long assufiicient vacuum exists in manifold 32 to maintain contacts 25 andopen.

It is readily seen that should the engine stall for any reason, contacts29 and would close upon the loss of vacuum from the intake manifold. Thecranking cycle would then be repeated, as previously described. W 7

Conditions of vacuum within the intake manifold often vary. Forinstance; with the throttle nearly wide open under heavily loaded engineconditions under which the motor is running very slowly and very littlevacuum is created within the manifold the vacuum may become 80 low thatrelay 3| will operate to close contacts 29 and 30. v

The primary energizing circuit through coil 22 cannot be closed,however, since in the wide-open throttle position, switch 21 has beenopened, as shown in the dotted position in the drawings. Thus, thestarting motor is prevented from being put into operation while theengine is running. Upon closing the throttle to approximately thehalf-way position, switch 21 is again closed, but

troller system will be lost and the starting motor will continue tooperate until switch 48 is opened or the ignition switch 5 is opened.

In the modified form illustrated in Figure 2, a voltage-control relay isused in place of the vacuum relay described in connection with Figure 1.The ignition circuit, in this instance, is identical with that of Figure1, and is given the same characters of reference. The starting motorcircuit is also the same with the exception that holding coil IT hasbeen omitted from the connection from contact H to starting motor N.This energizing circuit for starting switch I3 is the same as theprimary circuit previously described, to and including switch 21 whichis operated in the above-described manner by rod 39 connected tothrottle-actuating arm of carburetor 4|.

From switch 21, the energizing circuit continues by way of wire 5|,contact 52, armature 53 and wire 54 to ground. A coil spring 55 normallymaintains armature 52 in contact with contact 52. 7

Holding coil- 55, one end of which is grounded through wire 51 and theother end connected by wire 55 to the ungrounded terminal ofbatterycharginggenerator 53 in conjunction with contact 52 and armature55, constitutes the voltagecontrol relay of the energizing circuit forswitch |3. A secondary energizing circuit for switch I! is not requiredin the modified -i'onn.

The manually controlled switch 49 is again shown connected in circuitwith coil 22 by means of wire 48 and wire 55 for energizing coil 22 inthe event of failure of the automatic energizing circuit. The usualbattery-charging circuit is illustrated, starting from generator 59through wire 55, the usual charging current control relay generallydesignated at 5|, wire 52 terminating at junction 53 with wire 5, fromwhich point the circuit continues through meter 4, wire I to battery Ithrough wire 2 to ground and back to generator 55.

The operation of the modified system is as follows: Upon the closing ofignition switch 5, the ignition circuit is energized, as previouslydescribed. Current will also flow from battery I through wire 3, ammeter4, wire 5, switch 5, junction 24, wire 23, coil 22, wire 25, switch 21,wire 5|, contact 52, armature 52, wire 54 to ground and return tobattery I through wire 2.

As in the previous illustration, it is assumed that switch 21 is closed,due to the particular throttle position. Coil 22 is thus energized,causing armature 2! to bring switch member l5 in contact with contacts12 and I4, thus closing the starting motor circuit from battery i,junction point Ii, wire I0, contacts i2 and I4, wire l8 to startingmotor I9, wire to ground and return through wire 2 to battery I.Starting motor I9 then proceeds to crank the internal combustion enginein the usual way.

As soon as the engine begins to rotate, generator 59 starts building upin voltage. The building up process, however, is slow enough that theengine will have started before sufiicient voltage is generated toproduce an appreciable current flow through wire 58, coil 55 and wire 51to ground. As soon as the engine is well under way, the voltage rises ingenerator 59, producing a current through coil 56 sufilcient to attractarmature 53 and to counteract the tension of spring 55 upon whicharmature 53 and contact 52 are separated and coil 22 is deenergized,allowing starting motor switch l3 to open.

In the event that the engine stalls, the voltage of generator 59 willdrop to zero, causing spring 55 to bring armature 53 in engagement withcontact 52, thereby again closing the energizing circuit of coil 22, andthe engine is cranked, as above described, until it starts.

Now, as long as the engine is operating at a speed to generate a voltagesumcient to cause enough current to flow through holding coil 56 toovercome the pull of spring 55, the starting motor switch will not beenergized and the starting motor circuit will remain open. There are,however, conditions of engine operation when the generated voltage ofgenerator 59 drops below that required to maintain contact 52 andarmature 53 open. This condition is more likely to exist duringextremely low speeds when the engine is heavily loaded.

In order to increase his speed, the operator usually increases thethrottle opening to the maximum. The engine, due to this sudden increaseof fueling and the persistent heavily loaded condition, may not respondimmediately, but may even drop to a lower speed, thereby decreasing thegenerated voltage to a point where contact 52 and armature 53 willclose.

Coil 22 of switch I3 is not energized under these conditions, sinceswitch 21 is controlled, as previously described, by the position of thethrottle and is, at this time, open. The throttle will, of course, beallowed to remain in an open position for a time sufficient to allow theengine to gain speed, and, incidentally, the generator to build up itsvoltage, whereupon armature 53 is withdrawn from contact 52 and theenergizing circuit for starting switch i3 is broken.

Thus it is seen that switch 21 prevents the starting motor from beingenergized while the engine is running, even if such conditions existthat would normally bring the automatic controller into action forstarting the engine. In the event that the automatic energizing circuitfor switch I3 fails, coil 22 may be energized, as previously described,by Closing the ually operated switch 49. The starting motor circuit isthereby closed and remains so until switch 49 is opened or the ignitionswitch 6 is turned oif.

It will be apparent that switch 27 operated in accordance withengine-throttle positions, may

be utilized for the purpose described, in circuit with various types ofrelays operated by and in accordance with engine conditions other thanthose described for the purpose of illustration, and although I haveshown and described particular circuit arrangements with specificrelays, I do not wish to limit myself to details of structure andarrangement, as many changes and modifications may be made withoutdeparting from the spirit and scope of the appended claims.

I claim:

1. In an automatic controller for internal combustion engine starters,the combination with a throttle control mechanism of a starting motor, anormally broken starting motor circuit, an electro-magnetic switch forclosing the starting motor circuit and including a coil, a primarycircuit for said coil, means actuated in accordance with engineconditions for making and breaking sa'id primary circuit, additionalmeans actuated in accordance with engine-throttle positions for makingand breaking said primary circuit, a secondary circuit for said coil,and means actuated in accordance with the current flowing in thestarting motor circuit for making and breaking" said secondary circuit.

2. In an automatic controller for internal combustion engine starters,the combination with a throttle control mechanism of a starting motor, anormally broken starting motor circuit, an electro-magnetic switch forclosing the starting motor circuit and including a coil, a primarycircuit for said coil, means for breaking said primary circuit when theengine starts rotating, additional means for breaking said primarycircuit in the event said first-named means close said primary circuitwhile the engine is running, a secondary circuit for said coil, andmeans actuated in accordance with the current flowing in the startingmotor circuit for making and breaking said secondary circuit.

3. In an automatic controller for internal combustion engine starters,the combination with a throttle control mechanism of a starting motor, anormally broken starting motor circuit, an electro-magnetic switch forclosing the starting motor circuit and including a coil, an energizingcircuit for said coil, means actuated in accordance with engineconditions for making and breaking said energizing circuit, additionalmeans actuated in accordance with the enginethrottle position for makingand breaking said energizing circuit, a secondenergizing circuit forsaid coil, and means for making and breaking said second energizingcircuit.

4. In an automatic controller for internal combustion engine starters,the combination with a throttle control mechanism of a starting motor, anormally broken starting motor circuit, an electro-magnetic switch forclosing the starting motor circuit and including a coil, an energizingcircuit for said coil, means actuated in accordance with engineconditions for making and breaking said energizing circuit, additionalmeans actuated in accordance with the enginethrottle position for makingand breaking said energizing circuit, a second energizing circuit forsaid coil, and manually controlled means for making and breaking saidsecond energizing circuit.

GORDON B. SAYRE.

